Railway-car.



W. M. RYAN.

RAILWAY GAR.

APPLIOATION'IILED FEB. 19, 1912.

Patented Aug. 12, 1913.

2 8HEETS-SHEET 1.

Patented Aug. 12, 1913.

2 SHEETS-SHEET 2.

W. M. RYAN.

RAILWAY GAR.

l l l 1|.I IIIl llIIIIII APPLICATION FILED FEB. 19, 1912.

earns PATEN WILLIAM 1VL RYAN, OF CHICAGO, ILLINOIS, ASSIGNOB TO RYAN CAB COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF MAINE.

RAILWAY-CAR.

Application filed February 19, 1912.

To all whom it may concern:

Be it known that I, lVILLIAM M. RYAN, a citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railway- Cars, of which I do declare the following to be a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

My present invention has relation to means for strengthening the underframe of railway cars and has for its object to provide an improved metallic structure for taking the draft and buffing strains to which railway cars are subjected.

My invention, while particularly well adapted for the reinforcement or strengthening of existing wooden cars, may also be incorporated in the building of new cars.

Figure 1 is a plan view of my improved structure, a portion of the central member being broken away. Fig. 2 is an enlarged plan view of one end of my improved structure. Fig. 3 is a side view of the parts shown in Fig. 2. Fig. 4 is an inverted plan view of the parts shown in Figs. 2 and 3. Fig. 5 is a view in central vertical section on the line 5-5 of Fig. 2. Fig. 6 is a View in vertical transverse section on line 66 of Fig. 3.

The central member of my improved structure consists preferably of an I-beam A that will extend approximately the full distance between the body bolsters of the car. To each end of the center member A is secured a cast metal bolster saddle or bridge that is preferably formed of two corresponding parts or members B and B riveted together as at 2, although obviously, if desired, the bolster saddle or bridge may be formed as a single casting. The parts B and B that comprise the saddle bolster or bridge are provided at their inner ends with integral extensions 5 that sit against the vertical web a of the central member A and are riveted thereto as at 3, and from the faces of these extensions Z) project ribs 7) and b that serve to strengthen the extensions Z), these ribs being joined to the inner vertical wall 6 of each part or member of the bolster saddle or bridge. The bolster saddle or bridge is formed upon its underside with a recess 5 adapted to receive the body bolster (not shown) of the car that may be of usual or any suitable construction,

Specification of Letters Patent.

Patented Aug. 12,1913.

Serial No. 678,508.

this recess being formed by the rear vertical wall b the corresponding front wall o and the connecting top plate Z2 Beneath the bolster recess 5 extends a center bearing plate 0 preferably of cast steel that is riveted as at 6 to the horizontal flanges 7 of the bolster members, this center plate being provided with a central opening 0 to receive the king-pin. Centrally above the opening 0 of the center bearing plate 0, the bolster saddle or bridge is formed with an opening 6, onehalf of this opening being formed in each member of the bolster saddle or bridge, as clearly shown in Fig. 2 of the drawings.

The front portions of each of the members B and B of the bolster saddle or bridge comprise forward extensions 6 and inner raised portions 6 that extend above the top walls of the extensions 6 and are riveted together, as at 2 (see Figs. 9. and 3), if the members B and B are formed as separate castings. The members B and B of the bolster saddle or bridge are preferably formed as hollow or chambered castings, the flanges of which effectively serve to strengthen the parts.

To the front extensions are riveted, as at 8, the draft sills D and D that are formed preferably of rolled channel bars, the flanges of which face outwardly. The inner ends of these channel bars D and D abut against the lateral projecting walls Z2 of the members b and b of the bolster saddle or bridge. The draft sills are connected together intermediate their ends by suitable tie plates E and E and between the draft sills the draft rigging of suitable construction will be mounted. The outer ends of the draft sills are shown as connected by a cast steel coupler guide F that is preferably of inverted U-shape, this coupler guide being riveted to the side walls of the draft sills, as at 9, and within the space between the draft sills are secured draft lugs Gr that are riveted to the side walls of the draft sills.

When the parts are assembled, as shown in the drawings, an exceedingly simple, effective and durable structure is produced whereby both the draft and buffing strains and shocks will be resisted. The bolster saddle or bridge serves to effectively transmit the shocks and strains from the draft sills D and D to the central member A and by forming the draft sills of separate parts they can be readily assembled, and can be replaced in event of wear or breakage without the necessity of removing the bolster saddle or bridge. This is a feature of importance, inasmuch as the draft sills of the parts are subjected to the most severe strains and wear, and as these draft sills are formed of commercial rolled beam sections, they can be readily replaced without disturbing the position of the bolster saddle or bridge and with much less expense and difficulty than would be the case if the draft sills were formed integral with the bolster saddle.

It will be understood that the precise details of construction above set out may be varied without departure from the spirit of the invention and that certain features of the invention may be employed without its adoption as an entirety.

Having thus described my invention what I claim as new and desire to secure by Letters Patent, is

1. An underframe for railway cars comprising a center sill, separate pairs of connected draft sills, and cast metal saddles recessed to receive the car bolsters and having integral inward extensions overlapping and secured to the outer ends of said center sill and integral forward extensions overlapping and secured to the inner ends of said pairs of draft sills, substantially as described.

2. An underframe for railway cars comprising a rolled metal center sill having outturned flanges, pairs of connected, rolled met-a1 draft sills, and cast metal saddles or bridges recessed on their under sides to receive the car bolsters and having integral inward extensions overlapping and riveted to the end portions of said center sill and integral forward extensions overlapping and riveted to the inner end portions of said pairs of draft sills, substantially as de scribed.

3. An underframe for railway cars com prising a rolled metal center sill having outturned flanges, pairs of connected, rolled, metal draft sills having outturned flanges, and cast metal saddles or bridges recessed to receive the car bolsters and having integral inward extensions overlapping and riveted to the outer end portions of said center sill and integral forward extensions extending between and riveted to the inner ends of said pairs of draft sills, said saddles or bridges having shoulders against which the ends of said center and draft sills abut.

4:. In an underframe for railway cars, the combination with a rolled metal center sill, a pair of connected, rolled metal draft sills, a cast metal saddle of inverted U-shape adapted to extend over the car bolster and having shoulders against which the ends of said center and draft sills abut, said saddle having integral inner and forward extensions overlapping and riveted respectively to said center and draft sills.

5. In an underframe for railway cars, the combination of an I-beam center sill, a pair of connected channel bar draft sills, a cast metal saddle of inverted Ushape adapted to extend over the car bolster and having shoulders against which the end of said center and draft sills abut, said saddle comprising similar connected members abut-ting along a central longitudinal plane, said members having integral inner extensions overlapping and riveted to the forward end of said center sill and integral forward extensions extending between and riveted to the inner ends of said draft sills, and a center bearing plate extending across the recess of said saddle and riveted thereto on opposite sides of said recess, substantially as described.

lVILLIAM M. RYAN. Witnesses:

LOUIS M. F. lVHI'rnrInAD, KATHARINE GnRLAoH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, I). G. 

